PL.IX.A.S3

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors and Flight Maneuvers

  Spins Load Factors and Flight Maneuvers Critical load factors apply to all flight maneuvers except unaccelerated straight flight where a load factor of 1 G is always present. Certain maneuvers considered in this section are known to involve relatively high ... load factors. Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed. Avoid rapid and large alternating control inputs, especially in combination with large changes in pitch, roll, or yaw (e.g., large sideslip…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Chandelles and Lazy Eights

  load factor necessary for these maneuvers produces a stress on the wings and tail structure, which does not leave a reasonable margin of safety in most light aircraft. The only way this stall can be induced at an airspeed above ... normal stalling involves the imposition of an added load factor, which may be accomplished by a severe pull on the elevator control. A speed of 1.7 times stalling speed (about 102 knots in a light aircraft with a stalling speed…

• Pilot's Handbook of Aeronautical Knowledgep. 5-25
  Chapter 5: Aerodynamics of Flight › Stalls

  critical AOA, but as stated above, it does not completely stop producing lift. In most straight-wing aircraft, the wing is designed to stall the wing root first. The wing root reaches its critical AOA first making the stall progress ... outward toward the wingtip. By having the wing root stall first, aileron effectiveness is maintained at the wingtips, maintaining controllability of the aircraft. Various design methods are used to achieve the stalling of the wing root first. In one design…

• Pilot's Handbook of Aeronautical Knowledgep. 5-36
  Chapter 5: Aerodynamics of Flight › Load Factors › Stalls

  Stalls The normal stall entered from straight-and-level flight, or an unaccelerated straight climb, does not produce added load factors beyond the 1 G of straight-and-level flight. As the stall occurs, however, this load factor ... reduced toward zero, the factor at which nothing seems to have weight. The pilot experiences a sensation of “floating free in space.” If recovery is effected by snapping the elevator control forward, negative load factors (or those that impose…

• Pilot's Handbook of Aeronautical Knowledgep. 5-43
  Chapter 5: Aerodynamics of Flight › Weight and Balance › Effect of Load Distribution

  Effect of Load Distribution The effect of the position of the CG on the load imposed on an aircraft’s wing in flight is significant to climb and cruising performance. An aircraft with forward loading is “heavier” and consequently, slower ... than the same aircraft with the CG further aft. Figure 5-63 illustrates why this is true. With forward loading, “nose-up” trim is required in most aircraft to maintain level cruising flight. Nose-up trim involves setting the tail…

• Pilot's Handbook of Aeronautical Knowledgep. 5-34
  Chapter 5: Aerodynamics of Flight › Load Factors › Load Factors and Stalling Speeds

  Load Factors and Stalling Speeds Any aircraft, within the limits of its structure, may be stalled at any airspeed. When a sufficiently high AOA is imposed, the smooth flow of air over an airfoil breaks up and separates, producing ... abrupt change of flight characteristics and a sudden loss of lift, which results in a stall. A study of this effect has revealed that an aircraft’s stalling speed increases in proportion to the square root of the load factor…